U.S. patent application number 17/425077 was filed with the patent office on 2022-04-07 for wheel suspension for a vehicle axle.
This patent application is currently assigned to AUDI AG. The applicant listed for this patent is AUDI AG. Invention is credited to Dominik MOHRLOCK.
Application Number | 20220105764 17/425077 |
Document ID | / |
Family ID | |
Filed Date | 2022-04-07 |
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United States Patent
Application |
20220105764 |
Kind Code |
A1 |
MOHRLOCK; Dominik |
April 7, 2022 |
WHEEL SUSPENSION FOR A VEHICLE AXLE
Abstract
A wheel suspension for a vehicle axle of a two-track vehicle,
having a wheel carrier carrying a vehicle wheel, which is able to
be articulated to a vehicle body via a multi-link assembly, which
multi-link assembly has a trapezoidal link in the form of a
four-point link with two connection points on the body side and two
connection points on the wheel carrier side. The trapezoidal link
connection points on the wheel carrier side are designed with a
higher elastic longitudinal compliance, that is, softer, than the
trapezoidal link connection points on the body side.
Inventors: |
MOHRLOCK; Dominik; (Buxheim,
DE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
AUDI AG |
Ingolstadt |
|
DE |
|
|
Assignee: |
AUDI AG
Ingolstadt
DE
|
Appl. No.: |
17/425077 |
Filed: |
January 22, 2020 |
PCT Filed: |
January 22, 2020 |
PCT NO: |
PCT/EP2020/051498 |
371 Date: |
July 22, 2021 |
International
Class: |
B60G 3/20 20060101
B60G003/20; B60G 7/00 20060101 B60G007/00 |
Foreign Application Data
Date |
Code |
Application Number |
Mar 20, 2019 |
DE |
10 2019 203 836.0 |
Claims
1-9. (canceled)
10. A wheel suspension for a vehicle axle of a two-track vehicle,
comprising: a wheel carrier carrying a vehicle wheel, which is able
to be articulated to a vehicle body via a multi-link assembly,
which multi-link assembly has a trapezoidal link in the form of a
four-point link with two connection points on the body side and
with two connection points on the wheel carrier side, wherein both
trapezoidal link connection points on the wheel carrier side are
designed with greater elastic longitudinal compliance, that is,
softer, than the trapezoidal link connection points on the body
side, and wherein, when a longitudinal force acts on the vehicle
wheel, the wheel carrier is displaceable by a longitudinal path in
the vehicle's longitudinal direction with respect to the
trapezoidal link.
11. The wheel suspension according to claim 10, wherein the
multi-link assembly is articulated to a subframe via the connection
points on the body side, and wherein the subframe is connected to
the vehicle body via a subframe bearing, and wherein the subframe,
or the trapezoidal link carries an electric machine, drivingly
connected to the vehicle wheel via a drive shaft.
12. The wheel suspension according to claim 11, wherein the
subframe bearing and the connection points of the multi-link
assembly on the body side are designed with reduced elastic
longitudinal, that is, harder, compliance in the vehicle
longitudinal direction than the trapezoidal link connection points
on the wheel carrier side.
13. The wheel suspension according to claim 10, wherein, in
addition to the trapezoidal link, the multi-link assembly has
exactly three further suspension links, each, as two-point links,
in particular having one connection point on the body side and one
connection point on the wheel carrier side, and in that, in
particular, the three suspension links are implemented as control
arms extending in alignment with the vehicle's transverse
direction, and/or in that, in particular, the connection points of
the multi-link assembly on the body side and on the wheel carrier
side are implemented as swivel bearings having a swivel axis
aligned with the vehicle's longitudinal direction.
14. The wheel suspension according to claim 13, wherein the
trapezoidal link is disposed in a lower link plane together with a
suspension link below the vehicle, in which, in particular, the
suspension link below the vehicle is positioned beneath the
trapezoidal link with an upward offset, and wherein a front upper
suspension link and a rear upper suspension link are disposed in an
upper link plane, and/or wherein, the connection point of the front
upper suspension link on the wheel carrier side and the front
trapezoidal link connection point are disposed in front of a
vehicle wheel rotation axis in the direction of travel, and wherein
the connection points of the lower suspension link and the rear
upper suspension link on the wheel carrier side and the trapezoidal
link connection point at the rear of the vehicle are disposed
behind the vehicle wheel rotation axis.
15. The wheel suspension according to claim 14, wherein the
connection point of the front upper suspension link on the wheel
carrier side is disposed in front of the front trapezoidal link
connection point on the wheel carrier side with a longitudinal
offset and/or above the same with an upward offset, and/or wherein
the connection point of the rear upper suspension link on the wheel
carrier side is disposed above the rear trapezoidal link connection
point on the wheel carrier side with an upward offset and/or in
front thereof with a longitudinal offset.
16. The wheel suspension according to claim 10, wherein the
trapezoidal link connection points on the wheel carrier side are
implemented as rubber-metal sleeve bearings, and in that, in
particular, to limit the wheel carrier longitudinal path, axially
acting longitudinal stops are provided in the rubber-metal sleeve
bearings, and/or wherein, on the wheel carrier side, each of the
rubber-metal sleeve bearings is press-fitted into the bearing seats
within the trapezoidal link, and has an inner bearing sleeve passed
through by a bearing pin defining the swivel axis, and an elastomer
body, wherein the bearing pin is supported in console wings of the
wheel carrier.
17. The wheel suspension according to claim 10, wherein each of the
trapezoidal link connection points on the wheel carrier side is
implemented with a coupling rod, and wherein the coupling rod is
articulated to a lower articulation point on the trapezoidal link
and is articulated to an upper articulation point on the wheel
carrier, and wherein, the articulation points are swivel bearings
having swivel axes in alignment with the vehicle transverse
direction, and/or wherein, to limit the wheel carrier longitudinal
path, a spring-damper element acts between the trapezoidal link and
the wheel carrier.
18. The wheel suspension according to claim 11, wherein the
electric machine is supported on the trapezoidal link, in
particular between the front upper link and the rear upper
link.
19. The wheel suspension according to claim 11, wherein, in
addition to the trapezoidal link, the multi-link assembly has
exactly three further suspension links, each, as two-point links,
in particular having one connection point on the body side and one
connection point on the wheel carrier side, and in that, in
particular, the three suspension links are implemented as control
arms extending in alignment with the vehicle's transverse
direction, and/or in that, in particular, the connection points of
the multi-link assembly on the body side and on the wheel carrier
side are implemented as swivel bearings having a swivel axis
aligned with the vehicle's longitudinal direction.
20. The wheel suspension according to claim 12, wherein, in
addition to the trapezoidal link, the multi-link assembly has
exactly three further suspension links, each, as two-point links,
in particular having one connection point on the body side and one
connection point on the wheel carrier side, and in that, in
particular, the three suspension links are implemented as control
arms extending in alignment with the vehicle's transverse
direction, and/or in that, in particular, the connection points of
the multi-link assembly on the body side and on the wheel carrier
side are implemented as swivel bearings having a swivel axis
aligned with the vehicle's longitudinal direction.
21. The wheel suspension according to claim 11, wherein the
trapezoidal link connection points on the wheel carrier side are
implemented as rubber-metal sleeve bearings, and in that, in
particular, to limit the wheel carrier longitudinal path, axially
acting longitudinal stops are provided in the rubber-metal sleeve
bearings, and/or wherein, on the wheel carrier side, each of the
rubber-metal sleeve bearings is press-fitted into the bearing seats
within the trapezoidal link, and has an inner bearing sleeve passed
through by a bearing pin defining the swivel axis, and an elastomer
body, wherein the bearing pin is supported in console wings of the
wheel carrier.
22. The wheel suspension according to claim 12, wherein the
trapezoidal link connection points on the wheel carrier side are
implemented as rubber-metal sleeve bearings, and in that, in
particular, to limit the wheel carrier longitudinal path, axially
acting longitudinal stops are provided in the rubber-metal sleeve
bearings, and/or wherein, on the wheel carrier side, each of the
rubber-metal sleeve bearings is press-fitted into the bearing seats
within the trapezoidal link, and has an inner bearing sleeve passed
through by a bearing pin defining the swivel axis, and an elastomer
body, wherein the bearing pin is supported in console wings of the
wheel carrier.
23. The wheel suspension according to claim 13, wherein the
trapezoidal link connection points on the wheel carrier side are
implemented as rubber-metal sleeve bearings, and in that, in
particular, to limit the wheel carrier longitudinal path, axially
acting longitudinal stops are provided in the rubber-metal sleeve
bearings, and/or wherein, on the wheel carrier side, each of the
rubber-metal sleeve bearings is press-fitted into the bearing seats
within the trapezoidal link, and has an inner bearing sleeve passed
through by a bearing pin defining the swivel axis, and an elastomer
body, wherein the bearing pin is supported in console wings of the
wheel carrier.
24. The wheel suspension according to claim 14, wherein the
trapezoidal link connection points on the wheel carrier side are
implemented as rubber-metal sleeve bearings, and in that, in
particular, to limit the wheel carrier longitudinal path, axially
acting longitudinal stops are provided in the rubber-metal sleeve
bearings, and/or wherein, on the wheel carrier side, each of the
rubber-metal sleeve bearings is press-fitted into the bearing seats
within the trapezoidal link, and has an inner bearing sleeve passed
through by a bearing pin defining the swivel axis, and an elastomer
body, wherein the bearing pin is supported in console wings of the
wheel carrier.
25. The wheel suspension according to claim 15, wherein the
trapezoidal link connection points on the wheel carrier side are
implemented as rubber-metal sleeve bearings, and in that, in
particular, to limit the wheel carrier longitudinal path, axially
acting longitudinal stops are provided in the rubber-metal sleeve
bearings, and/or wherein, on the wheel carrier side, each of the
rubber-metal sleeve bearings is press-fitted into the bearing seats
within the trapezoidal link, and has an inner bearing sleeve passed
through by a bearing pin defining the swivel axis, and an elastomer
body, wherein the bearing pin is supported in console wings of the
wheel carrier.
26. The wheel suspension according to claim 11, wherein each of the
trapezoidal link connection points on the wheel carrier side is
implemented with a coupling rod, and wherein the coupling rod is
articulated to a lower articulation point on the trapezoidal link
and is articulated to an upper articulation point on the wheel
carrier, and wherein, the articulation points are swivel bearings
having swivel axes in alignment with the vehicle transverse
direction, and/or wherein, to limit the wheel carrier longitudinal
path, a spring-damper element acts between the trapezoidal link and
the wheel carrier.
27. The wheel suspension according to claim 12, wherein each of the
trapezoidal link connection points on the wheel carrier side is
implemented with a coupling rod, and wherein the coupling rod is
articulated to a lower articulation point on the trapezoidal link
and is articulated to an upper articulation point on the wheel
carrier, and wherein, the articulation points are swivel bearings
having swivel axes in alignment with the vehicle transverse
direction, and/or wherein, to limit the wheel carrier longitudinal
path, a spring-damper element acts between the trapezoidal link and
the wheel carrier.
28. The wheel suspension according to claim 13, wherein each of the
trapezoidal link connection points on the wheel carrier side is
implemented with a coupling rod, and wherein the coupling rod is
articulated to a lower articulation point on the trapezoidal link
and is articulated to an upper articulation point on the wheel
carrier, and wherein, the articulation points are swivel bearings
having swivel axes in alignment with the vehicle transverse
direction, and/or wherein, to limit the wheel carrier longitudinal
path, a spring-damper element acts between the trapezoidal link and
the wheel carrier.
29. The wheel suspension according to claim 14, wherein each of the
trapezoidal link connection points on the wheel carrier side is
implemented with a coupling rod, and wherein the coupling rod is
articulated to a lower articulation point on the trapezoidal link
and is articulated to an upper articulation point on the wheel
carrier, and wherein, the articulation points are swivel bearings
having swivel axes in alignment with the vehicle transverse
direction, and/or wherein, to limit the wheel carrier longitudinal
path, a spring-damper element acts between the trapezoidal link and
the wheel carrier.
Description
[0001] The invention relates to a wheel suspension for a vehicle
axle of a two-track vehicle according to the preamble of claim
1.
[0002] Such a wheel suspension has a wheel carrier carrying a
vehicle wheel, which is articulated to a subframe or axle carrier
of the vehicle via a multi-link assembly. The subframe is in turn
connected to the vehicle body (e.g., the body side members) via
subframe bearings.
[0003] A longitudinal force acts on the vehicle wheel when the
vehicle drives over an edge or when it is accelerating or
decelerating. With regard to longitudinal suspension comfort,
prior-art subframe bearings, via which the subframe is connected to
the body, are designed with an increased elastic longitudinal
compliance in the vehicle's longitudinal direction to absorb the
longitudinal force acting on the vehicle wheel. In the case of a
trapezoidal link vehicle axle, in the prior art, this also results
in the trapezoidal link being twisted and/or in the trapezoidal
link being displaced longitudinally by a longitudinal path in the
vehicle's longitudinal direction. In the above case, the
trapezoidal link longitudinal path is limited in particular by
stops on the trapezoidal link bearings located inside the
vehicle.
[0004] In the event that the above vehicle axle, designed with
regard to longitudinal suspension comfort, is operated
electrically, the following situation arises: an electric machine
can either be mounted on the subframe or close to the wheel on the
trapezoidal link of the wheel suspension and be drivingly connected
to the vehicle wheel via a drive shaft. In this case, when a
longitudinal force acts on the vehicle wheel, the longitudinal
displacement of the subframe and/or the trapezoidal link results in
undesired electrical machine vibrations.
[0005] DE 10 2011 055 704 A1 discloses a generic multi-link rear
axle for a motor vehicle having a trapezoidal link. DE 694 12 909
T2 also discloses a wheel suspension having a trapezoidal link.
[0006] The object of the invention is to provide a wheel suspension
with particularly high longitudinal comfort. In addition, the wheel
suspension of an electrically operated vehicle axle is to avoid
undesired vibrations due to the electric machine mass.
[0007] The object is achieved by the features of claim 1. Preferred
further improvements of the invention are disclosed in the
dependent claims.
[0008] The invention is based on a wheel suspension, the wheel
carrier of which is articulated to the vehicle body via a
multi-link assembly. The multi-link assembly has a trapezoidal link
designed as a four-point link, which has two connection points on
the body side and two connection points on the wheel carrier side.
According to the characterizing part, the connection points on the
wheel carrier side are designed with greater elastic longitudinal
compliance, that is, softer, than the connection points on the body
side. Therefore, when a longitudinal force acts on the vehicle
wheel, the wheel carrier is displaced by a longitudinal path in the
vehicle's longitudinal direction with respect to the trapezoidal
link (which is largely not displaced longitudinally). Due to the
now greater longitudinal compliance on the wheel carrier side, the
subframe bearings can be made more rigid. In particular, when
combining the vehicle axle with an electric machine, this offers
the following advantage: the electric machine can be disposed on
the subframe or, when supported close to the wheel, on the
trapezoidal link. Therefore, according to the invention, when a
longitudinal force acts on the vehicle wheel, there is no or only
minimal longitudinal movement of the subframe or the trapezoidal
link due to the now more rigid subframe bearings and/or trapezoidal
link bearings on the body side. Correspondingly, the electric
machine mounted on the subframe or the trapezoidal link is also not
subject to any longitudinal movements, thereby eliminating or
significantly reducing undesired vibrations during travel.
[0009] In one technical implementation, the multi-link assembly is
articulated to a subframe via connection points on the body side.
The subframe is in turn connected to the vehicle body (e.g., body
side members) via subframe bearings. The subframe or the
trapezoidal link can carry an electric machine drivingly connected
to the vehicle wheel via a drive shaft. According to the invention,
in the vehicle's longitudinal direction, compared to the
trapezoidal link connection points on the wheel carrier side, the
subframe bearings and the connection points of the multi-link
assembly on the body side are designed such that most of the
longitudinal compliance results from the connection on the wheel
carrier side.
[0010] In addition to the trapezoidal link, the multi-link assembly
can have exactly three further suspension links. In particular,
these can be provided in the form of two-point links, each with a
connection point on the body side and a connection point on the
wheel carrier side. Preferably, the three further suspension links
can be implemented as control arms extending in alignment with the
vehicle's transverse direction. All of the connection points of the
multi-link assembly on the body side and on the wheel carrier side
can be implemented as swivel bearings having a swivel axis aligned
with the vehicle's longitudinal direction.
[0011] When a longitudinal force acts on the vehicle wheel, the
three further suspension links can determine the wheel carrier
movement. This mainly includes longitudinal displacement of the
wheel carrier, superimposed by a slight toe-in or toe-out rotation
of the wheel carrier.
[0012] In a specific embodiment variant, the trapezoidal link can
be disposed in a lower link plane together with a suspension link
below the vehicle. In the lower link plane, the lower suspension
link can be positioned underneath the trapezoidal link with a free
vertical offset. Thus, the connection point of the lower suspension
link on the wheel carrier side can be disposed underneath the
trapezoidal link connection points on the wheel carrier side with a
vertical offset.
[0013] An upper suspension link at the front of the vehicle and an
upper suspension link at the rear of the vehicle can be disposed in
an upper link plane. The connection point of the front upper
suspension link on the wheel carrier side and the trapezoidal link
connection points at the front of the vehicle can be disposed in
front of a vehicle wheel rotation axis in the direction of travel.
In contrast, both the connection points of the lower suspension
link on the wheel carrier side and the upper suspension link at the
rear of the vehicle and the trapezoidal link connection points at
the rear of the vehicle can be disposed behind the vehicle wheel
rotation axis.
[0014] In a further improvement of the invention, the connection
point of the front upper suspension link on the wheel carrier side
can be disposed in front of the front trapezoidal link connection
point on the wheel carrier side with a longitudinal offset.
Alternatively and/or additionally, the connection point of the
front upper suspension link on the wheel carrier side can be
disposed above the front trapezoidal link connection point on the
wheel carrier side with an upward offset.
[0015] The connection point of the rear upper suspension link on
the wheel carrier side can be disposed above the rear trapezoidal
link connection point on the wheel carrier side with an upward
offset. Alternatively and/or additionally, the connection point of
the rear upper suspension link on the wheel carrier side can be
disposed in front of the rear trapezoidal link connection point on
the wheel carrier side with a longitudinal offset.
[0016] In a first embodiment variant, the trapezoidal link
connection points on the wheel carrier side can be implemented as
rubber-metal sleeve bearings. To limit the longitudinal path of the
wheel carrier (when a longitudinal force acts on the vehicle
wheel), axially acting longitudinal stops can be provided in the
respective rubber-metal sleeve bearing. Each of the rubber-metal
sleeve bearings can have an inner bearing sleeve passed through by
a bearing pin defining the swivel axis, an outer bearing sleeve
connected to the trapezoidal bearing, and an elastomer body. The
elastomer body can connect the inner bearing sleeve and the outer
bearing sleeve to each other. The bearing pin can be supported in
opposite trapezoidal link console wings.
[0017] In a second embodiment variant, the trapezoidal link
connection points on the wheel carrier may not be implemented as
rubber-metal sleeve bearings, but rather each be provided with
coupling rods via which the trapezoidal link is suspended from the
wheel carrier. Each of the coupling rods can be articulated at a
lower articulation point on the trapezoidal link and can be
articulated at an upper articulation point on the wheel carrier.
The articulation points can be implemented as swivel bearings with
swivel axes aligned with the vehicle's transverse direction. To
limit the longitudinal path of the wheel carrier, a spring-damper
element can be interposed between the trapezoidal link and the
wheel carrier.
[0018] In the following, an exemplary embodiment of the invention
is described with reference to the accompanying figures.
[0019] In the drawings:
[0020] FIGS. 1 to 4 show different views of a wheel suspension for
a vehicle axle of a two-track vehicle according to a first
exemplary embodiment; and
[0021] FIGS. 5 and 6 show further views of a second exemplary
embodiment of the wheel suspension.
[0022] FIG. 1 shows the left wheel suspension of an electrically
operated rear axle HA of a two-track vehicle. The right-hand wheel
suspension, not shown in the figures, is designed as a mirror image
with respect to a vehicle longitudinal center plane. In FIG. 1, the
wheel suspension has a wheel carrier 1 carrying a vehicle wheel 2,
which is articulated to a subframe 5 on the body side via a
multi-link assembly 3 (only shown in FIG. 2). In FIG. 1, subframe 5
has two lateral subframe side members 7, only one of which is shown
in FIG. 1 or 2. The two subframe side members 7 are connected to
each other by front and rear subframe cross members 9. In FIG. 2,
subframe 5 carries an electric machine 11, only roughly
schematically indicated by a dashed line. Electric machine 11 is
drivingly connected to vehicle wheel 2 via a drive shaft 13. In
FIG. 1 or 2, subframe side member 7 is connected to the vehicle
body by implied front and rear subframe bearings 15.
[0023] As can also be seen from the figures, multi-link assembly 3
has a trapezoidal link L1 in the form of a four-point link. The
latter is disposed in a lower link plane, together with a lower
suspension link L3 disposed beneath trapezoidal link L1 with an
upward offset z.sub.3 (FIG. 4). A front upper suspension link L2
and a rear upper suspension link L4 are disposed in an upper link
plane of the wheel suspension. Trapezoidal link L1 has a planar,
plate-like main body supporting a suspension spring 17 and a
telescopic shock absorber 19. Trapezoidal link L1 is implemented as
a four-point link, articulated to two connection points 21, 23 on
subframe 5 on the body side and to two connection points 25, 27 on
wheel carrier 1 on the wheel carrier side. In FIG. 1, the further
suspension links L2, L3 and L4 are designed as two-point links,
each with a connection point on the body side and a connection
point 29, 31, 33 on the wheel carrier side. The three suspension
links L2, L3, L4 are control arms, extending in alignment with the
vehicle's transverse direction y. In the figures, all of the
connection points of multi-link assembly 3 on the body side and on
the wheel carrier side are implemented as swivel bearings having a
swivel axis S.sub.x aligned with the vehicle's longitudinal
direction x.
[0024] In the following, the link assembly is described in detail:
accordingly, connection point 29 of front upper suspension link L2
on the wheel carrier side and the two trapezoidal link connection
points 21, 25 at the front of the vehicle are disposed in front of
a vehicle wheel rotation axis D (FIG. 3) in direction of travel FR.
In FIGS. 2 and 3, respectively, connection point 31 of lower
suspension link L3 on the wheel carrier side and connection point
33 of rear upper suspension link L4 on the wheel carrier side are
arranged behind vehicle wheel rotation axis D.
[0025] In FIG. 2, connection point 29 of front upper suspension
link L2 on the wheel carrier side is disposed in front of front
trapezoidal link connection point 25 on the wheel carrier side with
a longitudinal offset x.sub.2 (FIG. 3). Moreover, connection point
29 of front upper suspension link L2 on the wheel carrier side is
positioned above front trapezoidal link connection point 25 on the
wheel carrier side with an upward offset z.sub.2 (FIG. 2).
[0026] Connection point 33 of rear upper suspension link L4 on the
wheel carrier side is positioned above rear trapezoidal link
connection point 27 on the wheel carrier side with an upward offset
z.sub.4. Further, connection point 33 on the wheel carrier side is
positioned in front of rear trapezoidal link connection point 27 on
the wheel carrier side with a longitudinal offset.
[0027] Front trapezoidal link connection points 21, 25 on the body
side and on the wheel carrier side are positioned next to each
other in approximate alignment with the vehicle's transverse
direction y. In the same manner, rear trapezoidal link connection
points 23, 27 on the body side and on the wheel carrier side are
positioned in transverse alignment with each other.
[0028] In the first exemplary embodiment of FIGS. 1 to 4,
trapezoidal link connection points 25, 27 on the wheel carrier side
are implemented as rubber-metal sleeve bearings. In FIG. 4, each of
the rubber-metal sleeve bearings has an inner bearing sleeve 35
passed through by a bearing pin 37 defining swivel axis S. Bearing
pin 37 is screwed to each of wheel carrier console wings 39 (FIG.
2). The rubber-metal sleeve bearing is press-fitted into a lug 41
on the outside of the trapezoidal link.
[0029] The essence of the invention is the fact that trapezoidal
link connection points 25, 27 on the wheel carrier side,
implemented as rubber-metal sleeve bearings, are designed with
greater elastic longitudinal compliance, that is, softer, than
trapezoidal link connection points 21, 23 on the body side and
subframe bearing 15. Hence, when a longitudinal force acts on
vehicle wheel 2 during travel, wheel carrier 1 is displaced by a
longitudinal path .DELTA.x (FIG. 2) in the vehicle's longitudinal
direction x with respect to trapezoidal link L1. Trapezoidal link
L1 and subframe 5, on the other hand, are not or only slightly
displaced in the vehicle's longitudinal direction x. To limit the
wheel carrier longitudinal path .DELTA.x, the rubber-metal sleeve
bearings have axially acting longitudinal stops.
[0030] The longitudinal displacement across longitudinal path
.DELTA.x of wheel carrier 1 is determined by the three suspension
links L2, L3 and L4. As such, the longitudinal displacement of
wheel carrier 1 can be superimposed by a slight toe-in or toe-out
rotation.
[0031] FIG. 5 or 6 shows a wheel suspension according to a second
exemplary embodiment. The basic structure and functionality of the
wheel suspension shown in FIG. 5 or 6 are essentially identical to
the structure/functionality of the first exemplary embodiment.
Contrary to FIG. 1, in the second exemplary embodiment, trapezoidal
link connection points 25, 27 on the wheel carrier side are not
implemented as rubber-metal sleeve bearings, but with a coupling
rod 47, 49 each.
[0032] In FIG. 5 or 6, both coupling rods 47, 49 are roughly
vertically oriented. Each of coupling rods 47, 49 is articulated at
a lower articulation point 51 on trapezoidal link L1 and is
articulated at an upper articulation point 53 on wheel carrier 1.
Upper and lower articulation points 51, 53 are designed as swivel
bearings having swivel axes S.sub.y aligned with the vehicle's
transverse direction y. To limit the longitudinal path .DELTA.x of
the wheel carrier, a spring-damper element 57 is disposed between a
front suspension arm 55 of trapezoidal link L1 and wheel carrier
1.
[0033] In FIG. 6, electric machine 11 is not supported on subframe
5, but is supported directly on trapezoidal link L1 by being
mounted close to the wheel, namely, between front upper link L2 and
rear upper link L4.
LIST OF REFERENCE NUMERALS
[0034] 1 Wheel carrier [0035] 2 Vehicle wheel [0036] 3 Multi-link
assembly [0037] 5 Subframe [0038] 7 Subframe side member [0039] 9
Subframe cross member [0040] 11 Electric machine [0041] 13 Drive
shaft [0042] 15 Subframe bearing [0043] 17 Suspension spring [0044]
19 Shock absorber [0045] 21 Front trapezoidal link connection point
on the body side [0046] 23 Rear trapezoidal link connection point
on the body side [0047] 25 Front trapezoidal link connection point
on the wheel carrier side [0048] 27 Rear trapezoidal link
connection point on the wheel carrier side [0049] 29, 31, 33
Connection points of links L2, L3, L4 on the wheel carrier side
[0050] 35 Inner bearing sleeve [0051] 37 Bearing pin [0052] 39
Console wing of the wheel carrier [0053] 41 Bearing seat within the
trapezoidal link [0054] 45 Elastomer body [0055] 47, 49 Coupling
rod [0056] 51 Lower articulation point [0057] 53 Upper articulation
point [0058] S.sub.x, S.sub.y Swivel axes [0059] 55 Trapezoidal
link suspension arm [0060] 57 Spring-damper element [0061] L1
Trapezoidal link [0062] L2, L3, L4 Control arms [0063] HA Vehicle
axle [0064] D Vehicle wheel rotation axis [0065] FR Direction of
travel [0066] .DELTA.x Longitudinal path [0067] S.sub.x, S.sub.y
Swivel axes
* * * * *